Valve



April 20, 1937. c. A. BREWER VALVE Filed Nov. 27, 1933 2 Sheets-Sheet 1,

r W m m m m 1. A W Y B C. A. BREWER VALVE 2 Sheets-Sheet 2 Filed Nov. 27, 1933 mmvroa. Char/e.) A .Drewer BY z a I mm mm Q Q A TTORNEZ Patented Apr. 20, 1937 UNITED STATES PATENT OFFICE swam vanvs Charles A. Brewer, Noroton Heights, Conn as- 1lqis'rol' of one-half to Philip J. Kary, Arverne,

Application November 27, 1933, Serial No. 099,809

1 Claim. (Cl. 1:1-98) This application is in part a continuation of a the space 29 within the diaphragm so as to reduce copending application 327,402, filed December 20, the amount of air held by this space and it car- 1928 which has matured as Patent No. 1,943,296. ries a stud 39 in the tube 2| to assist in guiding The invention particularly involved in this appliit. The extension 29 bass chamber 3| communication relates to a switch specially designed for eating with the space 2! by a e 32 and 5 use with a brake controlling device for brakes also communicates through a 93 with a for motor vehicles and is illustrated as combined space 34 connected by a pipe 8' with the atmoswith such a brake control mechanism, phere, and it is preferred to lead this pipe to a The invention has for an object, the provision position within the car so as to reduce entrance 10 of an apparatus which will throw an electric of dust and dirt. The passage 33 is controlled 0 switch so as to break the circuit of a power device by a valve 38 carried by a rod 91, and at its oppowith a quick break or snap action. site end this rod carries a valve 99 controlling the With the foregoing and other objects in view, passage from the chamber II to a suction pipe 39 the invention consists in certain novel featult. of leading to any suitable source of suction such 5 construction, combinations and arrangements of as the intake manifold of a motor. The valves 16 parts as will be more fully disclosed in connec- 98- are so arranged that when one is closed tion with the accompanying drawings. the other is open. The rod 31 carries a plate ll In these drawings, which with the rod forms an armature for the Figure l is a side elevation of one form of my 1 U nding the rod. One end i which 18 2o improved brake control mechanism. grounded at 42 and the other end of which is Figure 2 is a detail section of the power deconnected by a contact 43 with a conductor 44 vice and control means therefor. in a conduit 45 leading to the control switch.

Figure 3 is a partial side elevation and partial Enclosed in the casing 41, a spring 61a above the section of portions of the control mechanism solenoid tends to swing rod 31 to the left to close showings slightly different construction of power the valve 38 and open the valve 98, while the device, and control means therefor. solenoid when energized tends to shift it in the Referring to Figures 1 and 2, a brake drum is opposite direction to close the valve 80 and open shown at II and any suitable type of brake ii the valve 39. The space 49 outside the diaphragm operated by a lever I! connected to a suitable rod- 13 also communicates with the atmosphere ding or linkage II which may include a turnbuckle through the pipe 49.

I4 for adjustment. This rodding or linkage is The control switch is enclosed in the casing 49 connected to an arm ll pivoted at II on the secured to any suitable part oi the car, and frame I! of the vehicle. This arm is operated mounted in this casing are two are shaped space under normal operation by the power device ll spring contacts 59 and I. These contacts are inwhich may be of any suitable type, but the presulated from the casing by the insulating memferred construction is shown in Figure 3. This bers i2 and 53, and the contact Si is connected device as shown is operated by suction from any by the bolt '4 with the conductor in the conduit suitable source as the intake manifold of the en- 45 while the contact I is connected by a bolt gine, but the device may be operated by pressure Bl connected to a conduit it leading to any suitinstead of suction if desired. As illustrated. it able source of current, such as a battery or gen- 40 comprises a casing ll mounted by suitable trunerator. Mounted within the casing 46 is a movnions II in the bracket 2| secured to any suitable able switch contact 51 which is mounted on any part of the vehicle,, such as the frame il. This suitable movable support 59. This support may casing or housing includes a cap 22 which is sepbe of insulating material or the contact Il may arable from the body of the casing to permit acbe insulated from it, and in, the form shown 45 cess to the interior thereof and closes one open is pivoted in the casing at 5!. A spring II is end of the body portion of the casing. Within connected at one end 6! to the support SI and the casing is any suitable type of diaphragm 23, at its opposite end I! to the casing and is so that shown being a bellows type of flexible diaarranged that as the support 5! is oscillated phragm secured at one end to the cap 22 as by about its pivot 58 the axis of this spring will pass 50 the disc 2|. At its opposite end the diaphragm through the axis of its pivot, thus giving a snap carries a plate II which has a tubular extension action for the switch to give a quick make and 26 projecting from one end of the housing or casbreak and also retaining it in the off or "on" ing and is connected by a link 21 with the arm i5. position. The switch is shown in full lines in the 55 The cap 22 has anextension 29 projecting into on" position and in dotted lines in the "off" 55 position, it being understood that when the switch is in the on" position or closed the contact 51 bridges the contacts 58 and 51 and closes the circuit, and that when the switch is in the 06" position the contact 51 is separated from the contacts 58-5I. The support 88 has spaced shoulders 88 and 84 which cooperate with the lug G5 on the foot pedal or lever 88 so that when this lever is operated the lug 88 will engage either one of the shoulders 83-84. swinging the support 58in opposite directions to open or close the switch.

The pedal 88 is pivoted at 81 and has an arm 88 connected by a link 88 with the lever l8, and this link 88 may include a turnbuckle 18 for adjusting the link. The link has an elongated slot 11 in which the bolt 12 on the arm [5 extends.

thus providing a lost motion connection between I the lever 88 and the arm 18. An adjustable stop 18 on the lever is adapted to engage a stationary stop 14 to limit upward movements of the lever and the spring 15 tends to hold it in this upper position.

In operation the brake is normally released and the lever 86 is held in the extreme upper position. In this normal operation with the brake released the valve 88 is closed and the valve 88 is open. This equalizes the pressure on opposite sides of the diaphragm 28 as both chambers 28 and 48 on opposite sides thereof are in communication with the atmosphere. This permits the diaphragm to expand and the spring 18 or any other springs on the brake mechanism to release the brake. Also in this position the pin 12 is spaced from the right hand or outer end of the slot 11 so that first movements of the lever 68 will not apply any force to the .arm 15. It now the operator wishes to apply the brake to stop the car with normal operation he presses down 40 the lever 68 a short distance. As lug 88 presses against the shoulder 88 it forces it upward mov ing the support 58 to carry the axis of spring 88 upwardly across the center of the pivot 58. This support 58 is then snapped into the position of 45 Figure 2 closing the switch and energizing the solenoid 41. This shifts the rod 81 to the right closing the valve 86 and opening the valve 88.

This places the space 28 within the diaphragm in communication with the suction causing the pres- 50 sure within this space 28 to be reduced so that atmospheric pressure within the space 48 outside the diaphragm forces the plate 28 inwardly or to the left, and by swinging arm 15 to the left pulls on the linkage l3 to apply the brake. The power 55 device is so designed as not to have sufficient power to lock the wheels, but is sufiicient to apply the brakes to stop the car in ordinary operation.

If an emergency application of the brakes is desired the operator presses still further downward- 60 ly on the lever 56 bringing the end of the slot 11 into engagement with the bolt 12, and therefore, imparting direct pull from the lever 86 to the brake. It will thus be seen that in normal operation only a very slight pressure on the brake 65 pedal is required to apply the brakes to stop the car, this being merely sufficient to operate the switch 51, but that emergency application of the brakes may be secured by pressing further on the brake pedal. If the power device 18 fails to 70 function the brakes may be applied with the foot lever 88 the same as in any standard type of brake mechanism. After application of the brakes by the power device if the pressure is removed from the lever-88 it is brought back to its 75 upper position by spring 18. During this movement lug 85 engages shoulder 64 and swings the support 88 downwardly to carry the axis of spring 68 downwardly across the center of the pivot 59. This will snap the switch 51 to the dotted line position breaking the circuit to th power device with a quick break or snap action and wili thus release the rod 81 which will be swung to the left by the spring 41. This movement will close the valve 88 and shut off suction from the space 29 while it will open the valve 88 and place the space 28 within the diaphragm in communication with the atmosphere. This thus equalizes the pressures on opposite sides of the diaphragm and permits the brakes to be released.

In the form shown in Figure 3 the same operation as far as the application of the brakes is concerned is secured as in the first form. In this form, however, instead of an electrical control for the power device this device is controlled by valves operated directly from the brake lever. In this form the power device 18' does not have the solenoid 4i and the valves 88 and 88. The cap 11 carries an extension 18 projecting into the space 28 within the diaphragm 23 and the passage 18 connects this space 28 with the conduit 88 leading to a control valve in the casing 81. This casing has a chamber 82 with which the conduit 88 communicates and the conduit 88 leading from a source of suction, such as the intake manifold of the motor. communicates with this chamber 82 through a valve seat 84 controlled by a valve 88 on a sliding rod 88. This rod also carries a valve 81 controlling communication from the chamber 82 with the atmosphere through a conduit 88 which may be led to any suitable position, such as the interior of the car to prevent entrance of dust and dirt. The rod 86 carries spaced shoulders 88 and 88 on opposite sides of the movable member 8 l This member is preferably pivoted in the casing at 82 and a spring 88 connected at one end 84 to the member 81 and its opposite end 85 to the casing is so mounted that, as the member 8| is rocked on its pivot the axis of this spring passes through the center of the pivot 82 to thus give a snap action to the member 8| and the valves 85 and 81 carried by the rod 88, and the spring 98 also holds these valves in their different positions. The member 81 carries shoulders 88 and 81 on opposite sides of the lug 85 on the lever 86 and these are engaged by this lug as the lever is swung on its pivot to swing the member 8| in opposite directions to operate the valves 88 and 81.

Thus when the operator wishes to apply the brakes he presses on the lever 58 as in the first form. Movement of this lever causes the lug 88 engaging shoulder 86 to swing the member ll upwardly to carry axis of spring 88 past the center of the pivot 82. The spring, therefore, will shift the member 8| upwardly and with it the rod 88 and the valves 85 and 81. This will bring the elements to the position of Figure 3 with the valve 81 closed and the valve 85 open. This places conduit 88 in communication with the suction in the conduit 88, or in other words, it connects the suction in conduit 88 with the space 28 within the diaphragm 23. This reduces pressure in the space 28 causing atmospheric pressure 48 on the outside of the diaphragm to force the plate 25 inwardly and apply the brakes the same as in the first form, it being understood that space 48 outside the diaphragm is in communication with the atmosphere through the conduit 88. The brake lever 88 is connected to the arm 18 in this arrangement, the same as in the first form, so

that there may be an emergency application of the brake by further pressureion the lever 86 the same as in the first arrangement. when pressure is removed from the lever 66 it is raised to its original position by the spring 15 causing lug engaging the shoulder 81 to force member H in the opposite direction and carry the axis of spring ll across the center of pivot 92. This shifts vthe valves and I1 in the opposite direction, seating the valve 85 on the seat 84 and opening the valve 81. This shuts oi! communication of the suction conduit 83 with space I! in the power device and brings this space in communication with the atmosphere through the conduit 88. This equalizes pressures on the opposite sides of the diaphragm and permits the brakes to be released. It will be apparent that this arrangement gives the same eflect and operation as the first arrangement so far as the application and release of the brakes is concerned, and permits independent operation 0! the brakes or emergency application of the brakes by the foot lever the same as in the iirst arrangewent.

I claim:

In a power operated brake control mechanism, a physically operable member; an air switch adapted to be rendered operative or inoperative by said physically operable member, said switch comprising in combination, a fixed casing having a semi-circular chamber and a cylindrical chamber mounted adjacent to said physically operable member and having the axis of the cylindrical chamber aligned with the wide portion of the semi-circular chamber, said casing being formed with aligned guideways aligned with the axis of the cylindrical chamber, one said guideway being in a side of the semi-circular chamber opposite to the said cylindrical chamber, one being in an end of the cylindrical chamber opposite to the semi-circular chamber, and a third interconnecting the two chambers; a poppet valve member mounted for reciprocal movement in said casing comprising a rod extending through said interconnecting guideway and into said end guideways and having a closure element secured to said rod, said casing being iormed with valve seats cooperating with said closure element, with openings leading respectively to a source of power, a power cylinder to be operated and to the atmosphere; a pivoted arm within said semi-circular chamber formed with shoulders; lugs on said rod arranged to contact with said arm; a spring connected to said arm and arranged to move it in either one of two opposite directions depending upon the position of said arm; and a lug formed on said physically operable member arranged to contact with the shoulders of said pivoted arm.

CHARLES A. BREWER. 

